Automatic railway-gate.



G. GRUNOW.

AUTOMATIC RAILWAY GATE;

APPLICATION FILED 11011.20, 1913.

1,101,922. Patented June 30, 1914.

2 SHEETS-SHEET 1.

Attorneys C. GRUNOW.

AUTOMATIC RAILWAY GATE.

APPLICATION FILED NOV. 20, 1913.

1,101 ,922. Patented June 30,1914.

2 SHBETS-SHEET 2.

m. A J Witnesses lnventor g 1 by Attorneys COLUMBIA PLAN AAAAAAAAAAAAAAAAAAAAAAAA c.

UNITED STATES PATENT OFFICE.

CHARLES GRUNO'W, OF SHE'BOYGAN, WISCONSIN.

AUTOMATIC RAILW'AY-GATE.

Application filed November 20, 1913.

T 0 all whom it may concern Be it known that 1, CHARLES GRUNow, a citizen of the United States, residing at She boygan, in the county of Sheboygan and State of \Visconsin, have invented a new and useful .Automatic Railway-Gate, of which the following is a specification.

The present invention appertains to an automatically operated railway gate, and is more particularly an improvement over the automatic railway gate disclosed in my former Patent No. 1,080,439 issued December 2, 1913.

It is the object of the present invention to provide novel or unique means associated with the railroad track for operation by the wheels of a train approaching the crossing, whereby the gates which are operatively connected to the said means, will be effectively and timely lowered or closed.

Another object of the present invention is to provide novel means for operatively con necting the train-actuated means, and the crossing gates, whereby the connection between the said means and gates may be broken, inorder that the gates may be raised or opened independent of the position of the train actuated means.

A further object of the present invention is to provide automatically controlled crossing gates having free portions arranged to swing away from the track, when the gates are lowered, whereby a vehicle caught upon the track between the gates when lowered, may pass the gates, the free portions swinging opento permit such action, means being provided for returning the free portions 0 the gates to normal or initial positions with respect to the body. portions of the gates when the gates are again raised or opened.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed, can be made within the scope of what is claimed, without departing from the spirit of the invention.

The invention has been illustrated in its preferred embodiment in the accompanying drawings, wherein Figure 1 is a diagrammatical plan view of the railway crossing and gates, the train actuated means also being illustrated. Fig. 2

Specification of Letters Patent.

Serial No. 802,138.

is an enlarged fragmental plan view of the gates in lowered or closed positions, and the actuating means connecting the gates and train actuated means. Fig. 3 is a side eleva tion of the parts depicted in Fig. 2, portions being broken away or removed. Fig. & isa perspective View of one of the gate arms and associate parts. Fig. 5 is a sectional detail on an enlarged scale of the clutch for connecting and disconnecting the train actuated means and the gate actuating means. is a plan view illustrating a modified form of train actuated means associated with a curved track, or switch. Fig. 7 is an enof the train actuated means and adjoining,

rail.

In the drawings, the numeral 1 designates the rails of the railway track and 1 designates the thoroughfare or roadway crossing or intersecting the track. The crossing gates or gate arms 2 are pivoted or fulcrumed to suitable standards or uprights 3 at the sides of the thoroughfare, and at the sides of the track, the gates or gate arms being balanced or counterpoised whereby they swing freely, as usual.

In carrying out the present invention, those arms of the gates controlling the vehicular traffic, are provided with the free or hinged sections 4, which are designed to stand across the thoroughfare, when the gates are lowered. The sections 4 are connected to the bodies of the gates by rule joints, permitting the sections 4 to swing away from the track, toward the sides of the thoroughfare, as indicated by dotted lines in Fig. 2. The sections lhowever, are restrained from swinging toward or over the track, in order that the vehicular traffic may be properly stopped from passing over the track, when the gates are lowered.

In order to swing the .free sections 4 of the gates into alinement with the bodies of the gates, when the gates are opened or raised, after the sections shave been swung open, cams 5 are mounted adjoining the standards 3 of the gates, and are so con structed as to carry the free sections 4 from their open positions, into alinement with the bodies of the gates, as the gates are raised to open or elevated position. The

cams 5 also serveas stops to limit the'swing mg movements of the 88017101184, whereby- Fig. 6

Patented June 30, 1914.

the sections a may not swing open excessively, and may not be folded back upon the body portions of the gates, as would be objectionable. The upper ends of the cams 5 overhang the respective standards or posts 3, to-swing the free. portions of the respective gates into alinement with the body portions of the gates when the gates are raised, the active portions of the cams being disposed beyond thepaths-ofmovement of the pivoted endsof the free 'mrtions of the respective gates. The active portions of the cams curvedownwardly and away from the planes in which the respective gates swin in. order that when the. gates are lowered, the free portions of the gates may swing open away from the track, whereby the lower ends ofthe active portions of the cams will serve as stops for limiting the movement of the free portions at of the gates, as clearly illustrated in Fig. 2. The active portions of thecams 5 curving downwardly and outwardly, will serve to properly swing the free portions 1 of the gates back into alinementwith the bodyportions of the gates, whenthe gates are raised, the upper over hanging ends of the cams 5 holding the free portions of the gates in proper position when the gates are raised.

The-train actuatedaneans embodies a Shaft 6 associatedwith one-of-the rails 1 and preferably disposed adjoining the outer side of the tread or ball of the rail, suitable bearings 7 being provided for the shaft 6 to support it for oscillatory movements. The shaft (3 is provided with aflange S extending spirally-from one end of the shaft, to a point adjoining the first pair of gates, at one side of the thoroughfare, and then extending directly longitudinally of the shaft, between thepairs or sets of gates at the opposite sides ofthe, thoroughfare, and then extending spirally to the other end of the shaft. The spiral portions extending from thetwo ends of; the shaft, toward the inter mediate portion ofthe shaft, extend in opposite-or reverse directions, the ends of the flange Sbeing normally disposed adjoining the tread'orhead' of the adjoining rail 1, and; the spiral portions extending through an arc of a circle, preferably an arc of approximately degrees. The end portions of the shaft 6 may been-tended as far as is necessary ordesirable from the crossing, in order that the timely operation ofthe gates will be accomplished.

The means for operatively connecting the train actuated means or shaft 6, with the gate operating or actuating means embodies a segmental gear 9 secured to the shaft 6, approximately atthe center of the thorough fare, and inter-meshing with a spur gear 10 mounted loosely upon a counter. shaft 11 journaled for rotation at the side of the track, and beneaththe surface of the.

thmioughfare. A clutch 12 is feathered or splined upon the shaft 11 and is provided with means for engaging the spur gear 10 for operativcly connecting the said gear to the counter shaft, the clutch 12 being manually controlled through the medium of a link 13 connected thereto, and leading to a suitable hand lever 14* at the sides of the track and thoroughfare.

A cross or transverse shaft 15 is journaled below the rails 1, at each side of the thoroughfare, to operatively connect the gates at that side of the thoroughfare, and the gate actuating shafts 15 are provided with beveled gears 16 intermeshing with beveled gears 17 secured to the terminals of the counter shaft 11. Thus, the two shafts 15 are connected for simultaneous rotation.

The ends of the cross shafts 15 are operatively connected to the respective gates 2, and to this end, a spur gear 18 is secured or keyed to each end of each of the shafts 15, and intermeshes with a spur gear 19 journaled or pivoted to the lower end of the respcctive gate standard 3. A. sprocket wheel 20 is secured to each spur gear 19, to rotate therewith, while a sprocket wheel 21 is secured to each of the gates 2, at its pivot or fulcrum point, sprocket chains 22 being trained around the sprocket wheels 20 and 2 1 of each pair. It will be apparent, that other means may be employed for operatively connecting the gates and the terminals of the shafts 15, if desired.

The shaft (5 is yieldingly maintained at normal or initial position, by a pair of depending arms 23 carried by the central por tion thereof, and connected by links 24- to a pair of springs 25, whereby the shaft 6 in tiiriiing or oscillating when actuated by the train wheels, will act against the tension or resistance of the springs 25.

One of the shafts 15 is preferably provided with a depending arm 26, linked to the plunger or piston rod 27 of the plunger or piston head working within the dash pot 28, whereby the gates will be prevented from being raised or depressed at excessive speed or velocity. In practice, the connections between the train actuated means or shaft 6 and the gates, are embedded below the surface of the track bed, and the surface of the thoroughfare, as suggested in Fig. 3, whereby the several parts will be shielded fromthe traffic.

In operation, the clutch 12 is normally en gaged with the pinion or gear 10, whereby the springs 25 in holding the shaft 6 at normal position, will also maintain the gates in open or elevated positions, it being noted that the shaft 11, which is operatively connected to the shaft 6, is also operatively connected to the shafts 15 which are opera tively connected to; the gates. When a train approaches the crossing-from eitherdirection, the wheels at one side, will encounter the flange 8, those portions of the peripheries of the wheels projecting beyond the tread of the rail 1 adjoining the shaft 6, engaging the end portion of the flange 8, and as the train moves along the shaft 6, the wheels in engaging the flange 8, will cause the shaft 6 to be turned through an arc of approximately 90 degrees, whereby motion will be imparted to the counter shaft 11 through the medium of the segmental gear 9, and the spur gear 10. The rotary motion of the counter shaft 11 will be transmitted to the gate actuating shafts 15 and as a consequence, the gates will be closed or lowered.

The spiral portions of the flange 8 have their remote end portions disposed adjoining the tread of the respective rail, and extend spirally over the shaft 6, in order that when the train wheels engage the respective spiral portion of the flange 8, the wheels in running along the spiral portion of the flange will gradually turn the shaft 6 as above intimated, so that the central portion of the flange will be brought adjoining the tread of the respective rail 1, as indicated in Fig. 2. In this manner, as the train approaches the crossing from either direction, the gates will be lowered or closed, the shaft 6 being so extended, as to permit the gates to be closed at a sufficient period before the train actually reaches the crossing. After the train has passed the crossing, and as the rearmost wheels leave the respective spiral portion of the flange 8, the shaft 6 will be gradually returned to normal position, under the influence of the springs 25, and conse quently, the gates will be raised or opened. Should a vehicle be caught upon the track, during the depression of the gates, the ve hicle may easily pass through the respective pair of gates, inasmuch as the free portions 1 of the said gates will swing open readily to permit the vehicle to pass therethrough, whereby the danger of collision will be avoided. The free sections 4C of the gates which have thus been swung open, will be swung back to normal positions, when the gates are elevated, inasmuch as the sections 1 are arranged to wipe or slide along the cams 5, to return the sections 1 to normal or initial positions with respect to the bodies of the gates. Under certain conditions, as when a train is switching, or being made up, it is desired to permit the gates to remain closed, while the shaft 6 is free or disconnected. This may be readily accomplished, by swinging the hand lever 14, so as to disengage the clutch 12 from the pinion or gear 10, which breaks the joint between the train actuated means and the gate actuating means. Then, after the gates have been closed or lowered, that is, prior to the disengagement of the clutch 12, from the gear 10, the shaft 6 will be free to oscillate as the flange 8 is engaged and disengaged by the wheels of the locomotive and cars. When the train is ready to move off, or away from the crossing, the shaft 6 having been actuatedvby the locomotive and cars passing thereover, the clutch 12 is thrown into engagement with the gear 10, to again connect the train actuated means; to the gate actuating means, in order that when the train leaves the crossing, the gates will be raised through the tension of the springs25, as above described. The clutch 12 also permits the gates to be released, after they have been depressed, whereby the gates may be manually or mechanically raised or opened, should it be desired to break the'train open to permit of the passage of traffic. This is desirable when a train is stalled or held up at the crossing, inasmuch as the train may be broken open at the crossing, and it is not necessary to move the sections of the train entirely beyond the ends of shaft 6, as would otherwise be necessary.

The dash pot 28 serves as a cushion to constrain the gates to be operated slowly, or gradually, although it is to be understood that other means may be provided for this purpose. An audible signal mechanism or alarm may also be employed, similar to that disclosed in the above mentioned patent, for warning pedestrians and the occupants of vehicles of the approach of a train. Although the present mechanism is illustrated as applied to a single track, it will be apparent that the same may be employed upon a double or multiple track, and is otherwise susceptible of changes or alterations according to the dictates of necessity.

In the modification illustrated in Fig. 6, the train actuated means has been applied to a curved track or switch embodying the rails 1, this figure being preferably taken to represent a continuation of the left hand end of Fig. 1. As illustrated in Fig. 6, the train actuated shaft comprises a plurality of sections 6 which are connected by universal joints 6 and each section 6 is provided with a spirally extending flange 8, the ends of the adjoining or companion flanges alining, and being extended over the universal joints, as at 8 Thus, a practically continuous flange may be provided along a curved rail, in order that the gates may be properly closed or lowered. This enables the gates to be lowered when a train approaches the crossing from a turn or curve, or from a switch.

Having thus described the invention, what is claimed as new is 1. The combination with a railway track and crossing gates, of a shaft disposed adjoining one rail of the track, and having a spiral flange for engagement by the train wheels, cross shafts operatively connected to the gates at the opposite sides of the track, a counter shaft disposed adjoining posed beyond the paths of movement of the the first mentioned shaft and operatively pivoted ends of the free portions of the reconnected to the said cross shafts, a segmental gear secured to the first mentioned shaft, a pinion mounted loosely upon the aunter shaft and intermeshing with the said gear, and a clutch feathered upon the counter shaft and engageable with the said pinion.

2. In an apparatus of the character described, standards arranged. to be positioned at the sides of a railway track, crossing gates pivoted to the standards to swing vertically, the gates having free portions to swing away from the track, means for actuating the gates, and cams having their upper ends overhanging the respective standards and having their active portions curved downwardly and away from the planes in which the respective gates swing, the active portions of the cams being disspective gates, whereby when the gates are lowered, the free portions thereof may swing open away from the track against the lower ends of the active portions of the cams, and whereby the cams will swing the free portions of the gates intoalinenient with the body portions of the gates-when the gates are raised, the upper overhanging ends of the cams holding the freeportions of the gates in normal position when the gates are raised.

In testimony that I claim the foregoing as T. M. ELsIn Bowman, M. REMY.

Copies of this patent may be obtained -for five cents each, by addressing the Commissioner of .Patenta. Washington, D. C. 

